Cylinder for internal combustion engines



June 14, 1932. A B RAYMOND 1,862,970

CYLINDER FOR INTERNAL COMBUSTION ENGINES Filed Nov. 10. 1928 Bnnentor 8 Gttorneg Patented June 14, 1932 STATES UNirE PATENT OFFICE CYLINDER FOR INTERNAL COMBUSTION ENGINES Application filed November 10, 1928. Serial No. 318,392.

While I have hereinafter referred to the cylinder as used in an internal combustion engine, and illustrated its physical embodiment in such an engine, it will be understood that the subject matter of my invention is capable of being applied to other uses. The invention relates particularly to the construction oft-he cylinder and its arrangement of ports for the admission of the fuel mixture to the cylinder, and the exit of the exhaust gases from the cylinder. To this end my invention contemplates the employment within a cylinder of a complementary interior liner or casing having a port or ports for co-action with a similar port or ports in the outer or engine cylinder.

Means are provided in the engine structure whereby the liner may relatively be adjusted for the purpose of varying the area of the openings or ports between the exterior and interior of the cylinder, and means are utilized for holding the liner in stationary rigid, adjusted position.

While my invention contemplates various 5 improvements in the cylinder structure, one of the primary objects of my invention is to provide a multi-cylinder engine or motor with means whereby the proportions of fuel mixture admitted to the cylinders can accurately be pie-determined and maintained, in order that the flow of mixture to all of the cylinders shall be equalized. For instance, with a four cylinder motor, the two intermediate cylinders, which are usually located nearer to the source of supply than the two end cylinders, invariably receive a larger quantity of the fuel charge than do the end cylinders. This discrepancy is due, among other reasons, to the fact the path from the fuel supply to the intermediate cylinders is shorter and more direct than the path of the fuel mixture to the end cylinders.

To correct this deficiency according to my invention, the area of the ports of the intermediate cylinders can be restricted or reduced to a predetermined degree, in order that the volume of fuel mixture permitted to enter the four cylinders is equalized, or otherwise uniformly distributed to the cylinders.

My invention may be embodied in cylinders of internal combustion engines, and other types of engines, adapted for use with automotive vehicles, aircraft, and water craft, as well as with an engine or motor forming part of a stationary power plant.

The invention consists in certain novel combinations and arrangements of parts in the cylinder structure as well as in the engine or motor structure, as will hereinafter be more fully pointed out.

In the accompanying drawing 1 have illustrated one complete example of the physical embodiment of my invention wherein the parts are combined and arranged according to the best mode Ihave thus far devised for the practical application of the principles of my invention. It will be understood that changes and alterations may be made in the exemplified structure within the scope of my claims without departing from the principles of my invention.

Figure 1 is a transverse vertical sectional View through an internal combustion engine equipped with a structure embodying my in vention.

Figure 2 is a horizontal sectional v view showing one cylinder and a portion of another cylinder, with varying port openings, and illustrating both the inlet and outlet ports of the engine.

Figure 3 is an exterior View of the cylinder liner forming part of my invention.

In order that the general arrangement and relation of parts may readily be understood I have shown in Figure 1 what may be a two-cycle internal combustion engine including the cylinder block 1, head 2, and the usual water jacket 3 which is cored into the cylinder block casting.

The cylinder 4 and crank case 5 are integral and the case is provided with a removable plate 6 at one side to give access through an opening to the interior of the case, and a tubular crank shaft 7 is shown in section in Figure 1, journaled in one of the main bearings or bearing blocks 8.

These vertically arranged parts of the engine are secured together by means of a suit able number of tie bolts 9 extending from the top of the cylinder head down through the walls of the casing between adjoining cylinders to the interior of the crank case, and, passing through the main bearings and other parts of the engine structure, support the bearings and parts of the engine structure in rigid relation.

These enumerated parts of the engine casing are constructed of aluminum or other similar light but strong material, and the tie bolts, which are preferably of steel, are provided with clamp nuts 10 on their upper and lower threaded ends, to clamp the parts together.

The cylinder is fashioned with an integral skirt 11 that depends in to the upper part of the crank case, and within the cylinder 1 a cylindrical liner 12 is located, extending the full length of the engine cylinder from the head to the lower end of the skirt 11. Both ends of the liner are open, and at its upper end the liner is fashioned with an exterior, annular, flange 13 that is seated in an annular groove or circular seat 1 1 in the upper end of the cylinder 1. The flange is thus countersunk flush with the upper end or edge of the cylinder, and the usual gasket 15, for closing the joint between the engine block and the engine head, also seals the flange in its annular countersunk seat.

The cylinder is bored to receive the liner, and the latter, which is fashioned of steel, is of course used as the wear surface of the cylinder for the reciprocating piston.

In the present exemplification of my invention, both the inlet ports 16 and exhaust ports 17 are shown in the liner corresponding to or registering with complementary ports 18 and 19 in the walls of the cylinder 4:, and adjacent these respective ports are the intake manifold 20 for the supply of the fuel mixture, and the exhaust manifold 21, it being understood that these manifolds communicate with the inlet ports and exhaust ports of the several cylinders of the engine.

In Figure 2 an end cylinder and an intermediate cylinder of a multi-cylinder engine are illustrated. In the former the ports 16-18 and 1719 are registered to provide a maximum area for the admission of the fuel mixture and the emission of the exhaust gases, while in the latter the liner has been adjusted with relation to the cylinder to reduce or restrict the admission and emission areas.

This adjustment is accomplished by turning the liner on its axis within the cylinder, before the parts are assembled and bolted together, and after the liner has been turned to its predetermined position for varying the portage, the parts are assembled and the bolts tightened to clamp the liner in rigid relation to its cylinder, as well as to clamp the sections of the engine and the bearing blocks, to form a. rigid structure that is comparatively light in weight, but is strong and capable of withstanding the strains subjected thereto by the operation of the motor.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent is 2- 1. The combination with a ported cylinder, of a ported liner adjustable on its axis, a cylinder head and a bearing block at opposite ends of the cylinder, means for sustaining the liner in the cylinder, and tie-bolts between the cylinder head and bearing block for clamping the enumerated parts in a rigid structure.

2. The combination with a ported cylinder having a countersunk upper edge, of a ported liner adjustable on its axis in the cylinder, an annular flange on the liner seated in the edge of the cylinder, a cylinder head and a bearing block at opposite ends of the cylinder, and tie-bolts between the cylinder head and bearing block for clamping the enumerated parts in a rigid structure.

ARTHUR B. RAYMOND. 

